Automotive device



June 6,'1939'. G. EATON AUTOMOTIVE DEVICE Filed June l, 1956 2 Sheets-Sheet l INVENTOR. EEDREE EATCIN.

ATTORNEYS,

June 6,'1939. G. EATON 2,161,287

AUTOMOT I VE DEV I CE Filed June l, 1956` 2 Sheets-Sheet 2 `f`1|5 5 UGLOSED 15 c @la 1 1 jf l l5 5 5 54 Lf mf Il lf/l l a f5 g INVENTOR. 4a a 5 .[45 Z EIEDREE EATUN.

14 l5 ATTORNEYS.

Patented June 6, 1939 PATENT OFFICE AUTOMOTIVE DEVICE George Eaton,

Cleveland, Ohio Application VJune 1, 1936, Serial No. 82,986

` 11 Claims.

This invention relatesv tolthe general lclass of automotive devices.

-The conventional type of automobile is providedwith the familiar transmission by which 'the gear ratio may be varied and also with the familiary clutch ywhich is disengaged preparatory to shifting the gears in the transmission. The transmission has a gear shift lever and the clutch has a foot pedal for manipulating the\same. fzThus, as is lwell known, the shifting of the gears in'the conventional type of automobile, always entails the depression of the clutch pedal, with the consequent tiring effect upon the driver, to say nothing of the'annoyance of having tov perlvftorm` this operationand' to give the attention required in connection therewith.

'IIhe object of the present invention is to devise an operative means ofconnection between the gear shift'- means and the clutch whereby the clutch pedal can'be eliminated andthe clutch manipulated in connection with the shifting of the gears in the transmission.

A furtherobject is to devise such a combination in which the parts arev so constructed and ar- '.ranged that there willrbe the properly timed relation between the manipulation of the clutch and the shifting of the gears.

jAnother object is tol devise such a combined structure that is of a comparatively simple nature -and that does not require any radical modification of the conventional type of automotive construction'to `which my invention is applied.

Other' objects will appear fromthe following description and claimswhen considered together with the accompanying drawings.

Fig. 1 is a view taken on line I-I of Fig. 2 and illustrates the device in neutral position;

Flg."2 is a side view of the interior of the trans- Amission and clutch housings, with parts broken away; f

Fig. 3 is a diagrammaticplanview illustrating `In the'ulaccompanying drawings there will be 'i'recognized fa conventional type of transmission with the gear-shift rods I and 2 which are adaptedl to be moved forwardly and rearwardly by the gear-shift lever 3 upon engagement of the same with one or the other of the rods, according to. the gear ratio desired at any given time. The rods Il and 2 are here made flat or of some other suitable form to ensure against the turning of the same, this being for a purpose to be later explained.

Forward movement of rod 2' will establish low gear by shifting gear 4 into mesh with gear 5, While rearward movement of rod 2 will establish reverse gear by shifting gear 4 into mesh with intermediate gear 6 meshing with gear 1. Forward movement of rod I will establish high gear by shifting gear 8 into engagement with gear 9, while rearward movement of rod I will establish intermediate gear by shifting gear 8 into mesh with gear I0. l

It will be understood, of course, in the accompanying illustration, that the gear 9 is mounted for free rotation about the shaft I2, this gear meshes with gear I I and is operated through the clutch from the engine; gears 4 and 8 are splined upon shaft I2; and gears 5, 1, I0 and II are carried by a stub shaft.

This brief explanation will no doubt suffice for a full understanding of the type and operation of transmission herein illustrated and referred to. In fact, the transmission here shown is exactly the same as the well-known conventional type except that in the present case I have provided a double width neutral space for the gears 4 and 8, as will be later more fully explained.

Coming now to the present invention, I have mounted a ring I3 upon ball bearings I3a on a suitable support within the transmission housing, this ring being mounted in a horizontal plane below the rods I and 2. In the present instance, thisrlng is shown as being substantially concentric with respect to the mounting of the gear-shift lever, although this is not necessary.

'I'he ring I3 carries the four rollers I4, I4a, I4b and I4c which are adapted for engagement by the camsl I5, I5, I5h and I5c provided upon the sides of rods I and 2. The purpose of these cams and rollers, in a word, is to effect a turning movement of ring I3 by manipulation of gear-shift rods I and 2, thisA movement of the ring I3 being transferred through the lever connection I6 to the clutch arm I1 on clutch shaft I8, a friction type of clutch being indicated in a general way by reference numeral I9.

It will be understood that spring 20 normally holds the clutchin engaged position and that the clutch is disengaged by clock-wise movement of the arm Il, as viewed in the drawing, so as to cause the auxiliary arm 2I on shaft I8 to engage a projection on the clutch member.

It is to be noted that the movement oi ring I3, as caused by the cam and roller mechanism, is always in the same direction, clock-wise as here illustrated, the cams and rollers being so arranged as to function in this manner, As indicated, these cams are similarly arranged upon opposite sides of each gear-shift rod. 'Ihe force of the clutch spring will serve to return the ring I3 to its original position, and the ring I3 will always resume neutral position in accordance with' the movement of the rods I and 2.

Any necessary play may be provided in the connections at the two ends of the lever I5 and, if so desired, there may be suitable means of adjustment between the lever I6 and theV clutch arm I1.

It is to be noted that the yoke members 4a and 8a of the gears 4 and 8, respectively, are not xedly mounted upon their rods I and 2, but they are freely mounted upon reduced portions la and 2a of these rods for the purpose of allowing a limited longitudinal play between the movement of the gear-shift lever andthe gear 4 or gear 8, as the case may be.

The socket provided in each rod to receive the lend of the gear-shift lever, is at a fixed point thereupomthe extent of relative movement between the yoke 4EL or 8a and its rod, being determined by the engagement of the yoke on the one side by the shoulder on the rod and on the other side by the end of the socket.

In Figs. l and 2, the gears 4 and 8 are shown in neutral position, these gears being provided with detent means 4b and Ilb of any suitable character for maintaining these gears -in such position but permitting the same to be manipulated in the manner explained. Y

The purpose of the play or relative movement between the rod and its yoke and gear, in each case, is to permit actuation of the clutch-operating means prior to shifting of the gears and thereby permit meshing engagement of the gears. There will, of course, be the same initial play to ensure opening of the clutch prior to disengagement of the gears. This will be now more fully explained.

When the gear-shift lever, initially occupying neutral position, is engaged in the socket of rod 2, in the regular manner, and the lever moved forwardly, the rod 2 will be moved rearwardly, as usual; but at iirst the rod 2 moves the gear 4 only to the left part of the enlarged neutral space herein provided, and the cam I5 engages its roller I4 so as to turn ring I3 clock-wise, as viewed in Fig. 3 of the drawings. This initial movement brings the roller to about the middle of its cam and opens the clutch through the operative connections already described. Further movement of rod 2 causes the gear 4 to mesh with gear 6 so as to complete the gear-shift and to establish the Reverse gear combination, asY

indicated in Fig. 5. When this gear combination shall have been fully effected, the rollerv i4 will have come to the end of its cam I5 and the clutch will thus be closed, as also indicated in this figure :of the drawing.

roller I4 Vprior to movement of the gear, as ini dicated in Fig. 6, by virtue of the space 2a, in which position the roller occupies position about in the middle of the cam.

In the next stage of movement from Reverse, as indicated in Fig. '7, the gear has been shifted to the left part of the space and at the same time the roller I4 and cam I5 return to idle position, thereby permitting the clutch. to close. Then by continuing such movement of the rod 2, the gear will be moved from the left part of the enlarged neutral space to the right part thereof, as viewed in the drawings, this continued movement of rod 2 causing the cam I58N to engage roller I4'f1 so as to open the clutch, as indicated in Fig. 8. Further movement of rod 2 will cause the gear 4 to mesh with the gear 5 for Low gear ratio, the roller and cam now resuming idle position so that the clutch is fully closed when the gears shall have been fully meshed, this position being indicated in Fig. 9.

In Fig. '10 there is indicated the position through which the rod 2 is moved in returning the parts to the original position in Fig. l. In Fig. 10 the space 2' L has been merely taken up, the clutch being temporarily opened, and further movement will cause the gear 4 to be returned to neutral position indicated in Fig. 1 with the clutch closed.

The above explanation of the shifting to Reverse and back to Neutral and then to Low will not doubt suice for a full and clear understanding, as the device is manipulated in the same manner for shifting to Second or Intermediate and High.

By preventing the rods I and 2 from turning, as above referred to, their cams will always be maintained in proper position for engagement with the rollers.

It is to be understood that there may be adopted different designs and relative proportions of the parts which are embodied in my invention, especially with respect t0 the cams, gears and yokes, and the play provided by the reduced portion of the rods I and 2 in conjunction with the relative movability of some of thel parts.

In Figs. 3, 5, 6, '7, 8 and 9, the positions are marked Neutral, Reverse, etc. s0 as to indicate the condition of the gears during the progressive stages in the process of shifting, and likewise the condition of the clutch is indicated as Open or Closed during the successive stages of the gear-shifting operation. It is understood, of course, that when the gear-shifting operation is once initiated, in any case, this operation is carried out without interruption as in the shifting of gears in the conventional transmission. 'Ihe above description refers to the several intermediate positions merely for the purpose of a clearer understanding.

With my provision of play at the points Ia and 2a and the double neutral space, as indicated in Fig. 2, it is possible for the clutch to occupy closed position whenever the gears are in neutral position; and the clutch will always be fully opened before the gears are engaged or disengaged.

It will be observed that the ring I3 is always moved in the same direction, as indicated by the arrow in Figs. 3 and 6, 8 and 10, for opening the clutch. The spring of the clutch will cause the ring I3 to turn in the opposite direction, as the clutch closes.

'Ihe link I 6 is connected tangentially to the ring I3 upon the one side thereof, and if so desired, this means of connection may be modified.

are-1,287#

above stated, my invention makes it possible. to eliminate; the clutch pedal and the accompanying annoyance of manipulating the/same. With: this. invention, the operation of the clutch is automatically effected in conjunction ,with the shifting; vci'the-gears `upon manipulation of the gear-shiftlever in the regular manner. Furthermore, this advantage has been accomplished by means of' a comparatively simple and economical form of device. o

Any and. all modifications that might be suggested by the present disclosure of invention and thaty come within the spirit thereof are intended to, be comprehended by the following claims, it being: understood that the present form of disclosure is merely for` the. purpose of illustration.

What I; claim is:

l. In am automotive device, thecombination of a transmission having a gear-shift means includi ing reciprocatable rods: for changing the gear ,A

ratio, a clutch for establishing drive connection between the enginel and the transmission, and operative means of connection between the clutch andthe gear-shift means for effecting engagement and disengagement vkof the clutch by manipulation of the gear-shift means, said operative means including a rotatably adjustable ring, f

means actuated by said gear-shift rods for manipulating saidv ring inthe same direction at all times for disengaging thel clutch, and means for transmittingk the movement of said ring to the clutch, thereby eliminating the necessity of a clutch pedal.

2. In an automotive device, the combination of a transmission having a gear-shift means for changing the gear ratio, a clutch for establishing drive connection between the engine and the transmission, and operative means of connection between the clutch and the gear-shift means for effecting engagement and disengagement of the clutch by manipulation of the gear-shift means, said operative means including a rotatably adjustable ring, cam means arranged between said gear-shift means and said ring and actuated by said gear-shift means for manipulating said ring, and means for transmitting the movement of said ring to the clutch, thereby eliminating the necessity of a clutch pedal.

3. In an automotive device, the combination of a transmission having a gear-shift means for changing the gear ratio, a clutch for establishing drive connectionk between the engine and the transmission, and operative means of connection between the clutch and gear-shift means for effecting engagement and disengagement of the clutch by manipulation of the gear-shift means, said operative means including a rotatably adjustable ring, means actuated by the gear-shift means for manipulating said ring in the same direction at all times for disengaging the clutch, and means for transmitting the movement of said ring to the clutch, thereby eliminating the necessity of a clutch pedal.`

4. In an automotive device, the combination of a transmission having a gear-shift means for changing the gear ratio, a clutch for establishing drive connection between the engine and the. transmission, and operative means of connection between the clutch and the gear-shift means for effecting engagement and disengagement of the clutch by manipulation of the gear-shift means for all gear ratios, said operative means including a rotatably adjustable ring, means controlled by the forward and backward movements of said gear-shift means for manipulating said ring forth andfback-` in the same mannerv at all times for disengagement and engagement of the clutch, and means fontransmitting the movement of said ring tothe clutch, thereby eliminating the necessity oi a clutch pedal.

L5. In. an automotive device, the combination of a transmission having a gear-shift lever for changing the gear ratio, a clutch for establishing drive connection between the engine and the transmission, and operative means of connection between the clutch and theY gear-shift lever for effecting engagement and disengagement of the clutch by manipulation of the gear-shift lever, said operative means including a rotatably adjustable, ring mounted in a horizontal plane and around the mounting of the gear-shift lever, cam mechanism provided upon the gear-shift rods of the transmission and upon the ring for operating the ring by manipulation ofthe gear-shift lever, and means for transmitting the movement of the ring to the clutch, thereby eliminating the necessity of a clutch pedal.

y6. In an automotive device, the combination of va transmission, having a gear-shift lever for changing the gear ratio, a clutch for establishing drive connection between the engine and the transmission, and operative means of connection between the clutch and the gear-shift lever for effecting engagement. and disengagement of the clutch by manipulation of the gear-shift lever, said operative Ameans including means of relative movement between the gear-shift rods of the transmission and the gears, and means actuated by movement of said gear-shift rods for said clutch manipulation, whereby the clutch can be manipulated without the necessity of a clutch pedal.

7. In an automotive device, the combination of a transmission having a gear-shift lever for changing the gear ratio, a clutch for establishing drive connection between the engine and the transmission, and operative means of connection between the clutch and the gear-shift lever for electing engagement and disengagement of the clutch by manipulation of the gear-shift lever, said operative means including a rotatably adjustable ring, co-operative means provided upon the gear-shift rods of the transmission and upon the ring for operating the ring by manipulation of the gear-shift lever, said gear-shift rods having means of relative longitudinal movement with respect to the gears to be shifted thereby so as to permit opening of the clutch prior to engagement or disengagement of the gears, whereby the clutch can be manipulated without the necessity of a clutch pedal.

8. In an automotive device, the combination of a transmission having a gear-shift lever for changing the gear ratio, a clutch mechanism for establishing drive connection between the engine and the transmission, and operative means of connection between the clutch and the gearshift lever for electing engagement and disengagement of the clutch by manipulation of the gear-shift lever, said operative means including a rotatably adjustable ring, cams provided upon opposite sides of each gear-shift rod of the transmission, and rollers provided upon the ring for engagement by said cams, operative means of connection between said ring and the clutch mechanism, said gear-shift rods having means of relative longitudinal movement with respect to the gears to be shifted thereby so as to permit opening of the clutch prior to engagement or disengagement of the gears, whereby the clutch can be manipulated without the necessity of a clutch pedal.

9. In an automotive device, the combination of a transmission having an enlarged neutral space for the shifting of the gears and means including a lever for shifting the same so as to vary the gear ratio, a clutch for establishing drive connection between the engine and the transmission, and a single operative means of Ymechanical connection between the clutch and the gear-shift lever for effecting manipulation of the clutch by the manipulation of the gear-shift lever, thereby eliminating the necessity of a clutch pedal, said gear-shifting means being provided with play relative to the gears, and there being a co-operative relation between said play and said enlarged neutral space so as to permit opening of the clutch prior to manipulation of the gears.

10. In an automotive device, the combination of a transmission having a double neutral space for the shifting of the gears and means including a lever for shifting 'the same so as to vary the gear ratio, a clutch for establishing drive connection between the engine and the transmission, and a single operative means of mechanical connection between the clutch and the gear-shift lever for effecting manipulation of the clutch by the manipulation of the gear-shift lever, thereby eliminating the necessity of a clutch pedal, said gear-shifting means being provided with play relative to the gears, and there being a co-operative relation between said play and said enlarged neutral space so as to permit opening of the clutch prior to manipulation of the gears.

1l. In an automotive device, the combination of a transmission having a'double neutral space for the shifting of the gears and means including rods and a lever for shifting the same so as to vary the gear ratio, a clutch mechanism for establishing drive connection between the engine and the transmission, and operative means of connection between the clutch and the gear-shift lever for eiecting engagement and disengagement of the clutch by manipulation of the gearshift lever, said operative means including a rotatably adjustable ring, cams provided upon opposite sides of each gear-shift rod of the transmission, and rollers provided upon the ring for engagement by the cams, operative means of connection between said ring and the clutch mechanism, said gear-shift rods having means of relative longitudinal movement with respect to the gears to be shifted thereby and having cooperative relation with respect to said double neutral space so as to permit opening of the clutch prior to engagement and disengagement of the gears, whereby the clutch can be manipulated without the necessity of a clutch pedal.

GEORGE EATON. 

